VENTURE JETS LLC

FUSELAGE FUEL CELL SUMP PUSH TO DRAIN INTERNAL COMPONENTS FAILED. WHEN DISCOVERED THE AIRCRAFT WAS LEAKING FUEL DUE TO THE SUMP DRAIN VALVE POPPET ASSY MISSING ENTIRELY.

PILOTS ASSUMED THAT THE PITCH TRIM SYSTEM WAS IN A FAILED STATE WHEN PITCH TRIM INDICATION STARTED TO INDICATE NO MOVEMENT. THE STICKING SECTION OF THE INDICATION CAUSED MORE CONFUSION DUE TO THE FACT THAT THE YOKE COMING OVER CENTER AND FALLING INTO THE PILOTS LAP HAPPENS AT THE SAME TIME THAT THE INDICATION JUMPED ONCE COMING FREE. PILOTS CONCLUDED THAT THE SYSTEM WAS FAILED IN PRIMARY AND SECONDARY MOTORS BECAUSE THE INDICATION ACTED THE SAME IN BOTH PRI AND SEC MODES.

ON APPROACH CREW SELECTED GEAR DOWN WHEN THEY DID NOT GET THE PROPER INDICATION THEY ALERTED THE TOWER. THE TOWER CONFIRMED THAT THE GEAR IN FACT WAS NOT DOWN. THE CREW FOLLOWED PROCEDURE AND BLEW THE GEAR DOWN WITH EMERGENCY AIR. ON 3/31/2022 IT WAS DISCOVERED DURING TROUBLESHOOTING THAT THE LH INBD GEAR DOOR ACTUATOR WAS LEAKING FLUID INTO THE INBD GEAR DOOR SWITCH CAUSING THE SWITCH RESISTANCE TO CHANGE AND IN TURN THE SEQUENCING OF GEAR OPERATION WAS DISRUPTED.

DIRECTSYN DG FAILED MID FLIGHT. PILOTS REPORTED THAT THE PILOTS (LH) HSI WAS FIXED TO A SINGLE HEADING. RENDERING THE AUTOPILOT SYSTEM INOPERATIVE. THE PILOTS ELECTED TO DIVERT.

PREMATURE FAILURE OF ENGINE MOUNTED HYDRAULIC PUMP @ 1099.6 HOURS SINCE OVERHAUL.

BOTH AHRS LOST DATA AT THE SAME TIME WHILE IN CRUISE AFTER BEING RESET THEY REENGAGED AND FUNCTIONED NORMALLY.

LARGE TIRE BULGE SEPARATION BETWEEN THE RIBS APPROXIMATELY 4-5" DID NOT BLOW OUT BUT WAS UNSAFE ONCE FOUND. FAILURE DID NOT CAUSE ANY DAMAGE TO OTHER COMPONENTS

AIR SPEED INDICATION DRIFTED BETWEEN #1 AND #2 INDICATORS AND CONFUSED PILOTS ON WHAT INDICATION WAS CORRECT. ISSUE ONLY DEVELOPED ABOVE 29,000 FT. INDICATING THE ISSUE IS WITHIN THE MACH AIRSPEED ANEROID.

ON CLIMB OUT OF (HPN) FROM 7000-15000 FT WHEN IN CLIMB AT FULL POWER THE PILOTS REPORTED HEARING TWO BANGS AND GETTING A YAW THEN EVERYTHING NORMALIZED AFTER LEVELING OFF NO INDICATIONS ON ENGINE INSTRUMENTS. THEY SAID IT FELT LIKE A COMPRESSOR STALL. UPON LANDING WHEN THE ENGINES WERE BROUGHT BACK TO IDLE A BAD VIBRATION WAS HEARD AND FELT BY THE CREW AND THE LEFT AMBER ENGINE VIBRATION LIGHT ILLUMINATED. AFTER A BORE SCOPE INSPECTION IT WAS FOUND THAT THE IBR BLADE HAD BROKEN. PER ENGINE TEAR DOWN REPORT IT WAS FOUND THAT THE BROKEN COMPRESSOR BLADE WAS LODGED DOWNSTREAM IN THE COMPRESSOR HOUSING 2ND GUIDE VANE SECTION. THE 300 IBR INSPECTION WAS PREFORMED 155.5 HOURS PRIOR TO THE INCIDENT REF MM 05-20-00

DURING FLIGHT PILOT RECEIVED A FALSE INDICATION OF AN OPEN CURRENT LIMITER ON THE LT GENERATOR BUSS. INSPECTION OF E43 POWER DISTRIBUTION PANEL SHOWED THREE 10 GAUGE WIRES ON THE LT GEN BUSS HAD OVERHEATED. THE WIRES LEAD TO J311 CONNECTOR WHERE PIN D HAD STARTED TO MELT THE PIN SUPPORTING MATERIAL. REPLACED THE WIRES & J311 WITH NEW PINS, THEN NOTICED THE RT SIDE IS ALSO SHOWING SIGNS OF HEAT STRESS AT THE RT GEN BUSS. THESE WIRES IN QUESTION LEAD TO THE LT & RT INVERTERS RESPECTIVELY.

PILOTS NOTICED A VIBTATION IN FLIGHT (APP 25 MIN. INTO FLIGHT). CREW TRIED TO DETERMINE SOURCE OF VIBRATION (RUMBLE). RT GENERATOR WENT OFF LINE, CREW RETURNED TO HOME BASE. REMOVED RT STARTER/GENERATOR AND FOUND THE BEARINGS & SHAFT SHIFTED OUT OF THE STARTER/GEN HOUSING DESTROYING INTERNAL COMPONETS. STARTER/GENERATOR IS BEING SENT TO REPAIR/O/H FACILITY TO DETERMINE CAUSE OF CATISTROPHIC FAILURE.

ENGINE HAS BEEN HARD TO START FROM DATE OF INSTALL. DURING 500 HR MAGNETO INSPECTION BOTH DISTRIBUTOR GEARS WERE MISSING BRUSHES (CONTACTS) & SPRINGS. HAVE GONE THROUGH TROUBLESHOOTING BECAUSE OF THE STARTING ISSUE. IT IS OUR CONCLUSION THAT THE BRUSHES WERE NEVER INSTALLED DURING OVERHAUL OF MAGNETO.

AIRCRAFT IDENTIFIED ABOVE WAS UPGRADED TO AN ASPEN EFD 1000C PRO PFD SYSTEM WITH AN EA 100 AUTOPILOT INTERFACE ON 4/1/2011. ITEMS REMOVED WAS KCS 55A & KI 256 FLIGHT DIRECTOR. THE AIRCRAFT WILL NOT HOLD A STABILIZED APPROACH COUPLED TO THE KFC 200 AUTOPILOT. NUMEROUS ATTEMPTS HAVE BEEN MADE INCLUDING ADJUSTMENTS AND REPLACEMENT OF BOTH ASPEN UNITS FROM THE DATE OF INSTALLATION. THE ERRORS VARY INITIALLY AS SLIGHT CORRECTIONS TO MORE PRONOUNCED OVER CORRECTIONS, MAKING THE AUTOPILOT COUPLED APPROACH UNUSABLE. ON 9/13/2011 THE AIRCRAFT WAS ALTERED, REPLACING THE ASPEN EA 100 (AUTOPILOT INTERFACE) WITH A KI 256. THE RESULTS WERE A FLAWLESS, STABLE IN ALL MODES, INCLUDING A COUPLED APPROACH. SUSPECT PART FAILURE OR INCOMPATIBILITY; ASPEN EA 100 THE TRIED & PROVEN KFC 200 AUTOPILOT SYSTEM. OUR SUGGESTION IS THE ASPEN EA 100 BE REPLACED WITH A MORE RELIABLE AUTOPILOT INTERFACE.

STARTER GENERATOR PREMATURE FAILURE. REPLACED WITH OVERHAULED UNIT.

ALL SENSORS ON A NEW WINDSHIELD FAILED. THERE ARE A TOTAL OF 400 HRS SINCE NEW. (K)

WINDSHIELD ON COPILOTS SIDE SHATTERED IN FLIGHT.